At a recent pre-sales event for the all-new Wey V9X SUV, Great Wall Motor (GWM) Chairman Wei Jianjun delivered a pointed message to the automotive industry: companies that fail to adopt flexible, multi-technology platforms risk becoming obsolete on the global stage.
The centerpiece of this strategy is the GWM One platform (known domestically as the Gui Yuan platform), a versatile architecture designed to support a vast array of propulsion technologies.
The Versatility of the GWM One Platform
The GWM One platform is engineered to move away from the “single-solution” approach that has dominated much of the recent EV boom. Instead, it offers a unified foundation for:
– Plug-in Hybrids (PHEV)
– Self-charging Hybrids (HEV)
– Battery Electric Vehicles (BEV)
– Internal Combustion Engines (ICE)
– Fuel Cell Electric Vehicles (FCEV)
This flexibility extends beyond engine types to vehicle segments. GWM plans to develop over 50 future models on this platform, ranging from SUVs and sedans to MPVs and pickups. The Wey V9X serves as the debut flagship for this new era of manufacturing.
A Strategic Divide: Efficiency vs. “Corner-Cutting”
Wei Jianjun’s comments highlight a growing ideological rift within the Chinese automotive sector. While many competitors have pivoted toward Extended-Range Electric Vehicles (EREVs) to combat consumer range anxiety, GWM has taken a much more aggressive stance against the technology.
GWM leadership has been vocal in their criticism of EREVs, with Senior Vice President Mu Feng previously stating that the company “would rather die than make extended-range vehicles.” The company’s technical argument is rooted in efficiency; GWM claims that EREVs are at least 13% less efficient than direct-drive applications, labeling the technology a form of “corner-cutting.”
This tension is significant because the market is currently shifting:
– The “EV Cool-down”: After a period of intense pure-EV expansion, global demand has seen a cooling effect.
– The Hybrid Resurgence: Consumers are increasingly gravitating toward PHEVs and HEVs as pragmatic middle grounds.
– The Competitive Landscape: Brands like Li Auto, Huawei’s Aito, and Changan’s Deepal have found success with EREVs, while GWM is betting that a platform capable of everything will ultimately win the long game.
The Global Challenge
For GWM, the GWM One platform is not just a technical achievement but a tool for international expansion. Wei Jianjun suggested that his rivals are watching the V9X launch closely because they recognize that a rigid focus on a single powertrain—specifically pure EVs—may limit their ability to compete in diverse global markets where charging infrastructure and consumer preferences vary wildly.
However, despite this strategic ambition, GWM faces a steep climb in scale. In March 2026, GWM’s Wey, ORA, and Tank sub-brands delivered a combined 20,200 units in China. While this is a respectable figure, it remains significantly lower than the individual monthly sales of dominant players like the Tesla Model Y or Geely’s Geome Xingyuan.
“Without the principles and modus operandi of GWM One, rivals will struggle to achieve an international foothold and risk becoming non-competitive.”
Conclusion
GWM is betting its future on architectural flexibility, aiming to outmaneuver rivals by offering every possible powertrain under one roof. Whether this “all-in-one” strategy can bridge the volume gap between GWM and its high-performing competitors remains to be seen.
